Radial truck



c. J. HOLLAND EI'AL Sept. 15, 194-2.

- RADIAL TRUCK Filed A ril 8. 1940 4 Sheets-Sheet 1 4 Sheets- Sheet 2 I M 2L -H E E w b Q m MW a W 0 Sept. 15, 1942'.

RADIAL TRUCK Filed April 8, 1940 Sept. 15, c. J. HOLLAND ETAL 9 06 RADIAL TRUCK Filed April a. 1946 INVENTORS.

O YS.

Sept. 15, 1942- c. J. HOLLAND ErAL RADIAL TRUCK Filed April 8. 1940 4 Sheets-Sheet 4 jjwmo ks Holland W W ATIO EYS Patentecl Sept. 15, 1942 RADIAL TRUCK C'yrusJ. Holland, Chicago, Cyrus E. Holland,

Highland Park,.and KnuteEdahl, Chicago, Ill., assignorsto Holland Company, a corporation of Illinois J Application April 8, 1940,- Serial No. 328,468 18 Claims. (01. 105-1 7) This invention relates to trucks for railway cars and more particularly to radial trucks.

The principal object ofthe invention is the provision of a newand improved high speed truck that willgtransport light loads with substantially the same amount of resiliency as heavy or full capacity loads. and to transport the lading in such a manner as to reduce the damage or injury of the goods to a minimum.

to so support the car body as to cause the same to be banked while traveling around curves.

A further object of the invention is the provision of a new and improved radial truck that is simple and rugged in construction, easily assembled, efiicient in operation, and one, in which the rolling, pitching, nosing or yawing of, the same is reduced to a minimum.

Other and further objects and advantages of the invention will appear from the following description, taken in connection with the accompanying drawings, in Which- Fig. l is span view of a truck embodying the invention, with parts in section and parts broken away;

Fig. 2 is a diagrammatic view of a truck showing the parts in the position that they will assume in rounding a curve;

Fig. 3 is a side elevation, with parts in section;

Fig. 4 is a section on the broken line 4--4 of Fig. 1;

Fig. 5 is a side elevation of a truck showing a modified form of construction, with parts in section and parts broken away;

Fig. 6 is a section on the line 6-4? of Fig. 5;

Fig. 7 is a section on the line 1---.! of Fig. 6;

Fig. 8 is a plan view of .a further modified form of construction, with parts in section and parts broken away;

Fig. 9 is a side elevation of Fig. 8, with parts broken away; and

Fig. 10 is a perspective of a modified form of roller bearings for the journal boxes.

The tendency at present inthe building and operation of railway cars is to so buildthe cars that they may be operated at very high speeds on curves as well as on straightaway tracks. Speeds at which cars are operated have increased tremendously in the past few years. These high speedshave brought numerous and serious problemsin not only the construction but also in the ridin nualities of ,the car bodies. With high speeds, objectionable vibrations due to inequalities in the road bed and rails are greatly multiplied. Then, too, the curves on the roads were calculated for trains traveling at much lower speeds and are not properly banked for, speeds required of modern railway equipment, consequently, in the interests of safety to both the cars and the lading, suitable mechanism for automatically banking the car becomes a necessity.

On freight cars, the loads will vary from empty cars to fully loaded ones. The fully loaded ones will vary greatly in Weight, depending on the lading. For instance, a load of wheat will weigh many tons more than aload of furniture and yet thevsame capacity springs, namely, springs that will support themaximum load, are used, with the result, that, the deflection for the light loads is relatively small and consequently great damage is done to the lading in partially loaded cars due to the lack of resiliency of the supporting mechanism.

It has been found that with the conventional cars carrying a static load that compresses the springsapproximately A on a track having 33' rails, the critical speed for maximum harmonic vibration is about 70 miles per hour; i. e., with a speed of {70 miles per hour, harmonic vibration would be set up due to theimpact of the wheels runninglover .the joints, synchronizing with the naturalperiod of vibration of the springs under sucha load.- The fully loaded car will compress the springs 1" which, on 33 rails, corresponds to a critical speed of 36 or 37 miles per hour. Since trains usually have cars that contain from no load to .a full load, some cars of. any freight train-will, most likely, be at their critical speed when the train runs anywhere between 36 and 70 miles ,per hour.

With the advent of high speed trains, the friction between the rails and flanges of the wheels of the conventional rigid frame trucks on curves has greatly increased due to the centrifugal action of the car bodies. This, of course, requires additionalpower to transport the car. Then, too, the high speed also increases the severity of the sudden shocks caused by the contact of the wheel flange with the rail on entering the track curves. This is greatly multiplied on the rigid frame type of truck. All this is detrimental to the easy riding of the lading and results in more or less damage to the lighter and more valuable merchandise carried by the car. Numerous complaints are continuously being received by railway ofiicials relative to damages sustained by lading of light material due to the rough riding of the car; v

The present invention seeks to eliminate these difficulties by the provision of new and improved mechanism that will carry light as well as heavy loads with substantially the same amount of re-' siliency; that will reduce the rail. shock on curves, and minimize harmonic action of the spring .as-

sembly; and, that will bank the car and cause i the axles to assume a radial position on curves and will automatically return the parts to normal position after passing around the curves. 7

Referring now to Figs. 1 to 6 of the drawings, the reference character ||l designates a railway truck of the radial type, that is, of a type in Which the side frames are not connected together to for'm a' rigid rectangular frame,

IIn the form of the construction -select'ed'to illustrate one embodiment of the invention, the truck is of the l-wheeled type and comprises a pair of' axles II and |2"having the wheels vl3 rigidly 'mounted on the outer end portions of said axles.' The truck is provided with a frame M at each side thereof and each'frame is provided with a bolster opening I5formed by'the depending columns I 6 and on the sides thereof and by the top chord |8 and lower chord IQ of the side frame, as clearly shown in Fig. 3 'of the drawings. The side frames are alike.

A bolster 2| extends into the openings I5 and is supported by the lower chord 9. In the form of the construction sh'own'in Figs. 1 to 6, the bolster 2| is so mounted that on rounding curves, it will be banked; that is, the outer end will be caused to be automatically lifted while the inner end will bejdepressedthus banking the car supported by the bolster. Any suitable means may be provided for banking the bolster 2|. As shown, rollers 22, Fig. 4, oblong in cross-section, are provided which are adaptedto' engage a plurality of inclined tracks or surfaces 23 and 24 on the upper and lower roller engaging'or race members 25 and 25, respectively, The rollers are'each provided with teeth Hi5 for engaging in corresponding recesses in the tracks or races for preventing skewing of rollers in' use. The roller engaging or race member'25 is secured to the bolster'and' the roller engaging'or race member 26 is secured to the lower chord l9.

The inclined tracks or surfaces 23 and 24 on the members 25 and 26, pi which three are shown, are arranged to extend upwardly'and'outwardly so that when thecar and bolster'move outwardly by centrifugal action in rounding curves, the outer end of the bolster will be raised and likewise the inner end thereof will be lowered. The rollerengaging or race'member 26 is in direct contact with the lower chord [9 but it is understood 'that'a springassembly maybe inserted between the roller engaging or race member 26 and the chord I9, if desired, as shown in'Fig. 5.

Suitable means are provided forresiliently supporting the side frames from the axles. In the form of the construction shown in Figs. 1, 3 and 4, the axles are provided with the usual journal boxes 21 which are adapted to move vertically between the depending legs or columns 28 and 29 at each end of the side frame, The journal boxes 21, Fig. 3, are each provided with forwardly and rearwardly extending flanges 3| and 32 and on these flanges rests a saddle or an inverted U-shaped member 33 which extends over and engages the top and. side portions of the journal box. The lower ends of the arms of the U are bent forwardly'and rearwardy .with the edges having flanges thereon to form spring seats 43 and 50. These seats are provided with downin its operative position. The pedestals 28 and 29,.Fig.. 3, which are hollow, are provided with horizontal partitions or ledges 31 and 38 which form abutments for anti-friction bearings 39 and 4|. v 7

Suitable springs or spring assemblies 42 and 43 engage spring seats 40 and 50 on the outwardly extending horizontal portions 34 of the saddle'33 and'th'ei'r upper ends have seated thereon, spring caps 44 and'45 carrying the'lower races of the anti-friction bearings 39 and 4|. These springcaps receive the upper ends of the springs, as clearly shown in Fig. 3. The springs have their lower turns 4'! ofgreater thickness than' the upper turns so'that'the upperturns will bemore easily flexed 'than the lower turns. By means of this arrangement, the light loads will be supported with substantially the same resiliency as the heavier loads; In transporting the light loads, the lower turns will give sufficient flexibility to properlyresiliently support the load. On heavier loads, the upper turns of the spring will engage each other so that the'load' will be resiliently supported by the lower turns. In this way, whether the load be heavy or light, the effective static' deflection may be substantially constant.

Suitable means are provided forpreventing harmonic action of the spring assembly. In the form of the construction disclosed, this is accomplished by the use of a snubber 48, Fig. 3,'which, as shown, is a volute spring seated in a recess 49 formed in each of the hollow side frames above the axles. Antifriction bearings such as the roller bearings 5| may be inserted beneath the lower end of the snubber 48 and the saddle 33. The saddle 33 is provided on its upper surface with a ball or roller'race and the upper race 52 is provided with corresponding curved surfaces for engaging the rollers 53. The upper surface of the race is so constructed as'to constitute a seat for the lower end of the snubb'er 4B. The roller bearings, being provided with curved seats, will assist in restoring the parts to proper position after rounding curves.

The snubber 48 may be of any suitable construction, The snubber shown is a volute spring which not only functions to prevent harmonic action of the spring assemblies 33 but is arranged in parallel with those assemblies for assisting in supporting the load, thereby increasing the capacity of thesprin'g'supporting mechanism. The volute spring cooperates With the effective constant static deflection springs 42 and 43 for supporting all types of loads at approximately a constant effective static deflection. Since the frequency of the vibration of springs is proportional to the deflection of the springs when loaded (Kents Mechanical Engineers Hand Book, 10th ed., p. 1555), the springs 42 and 43'may be said to have a constant frequency under variable loads. This volute spring may be similar to that disclosed inHolland Patent 2,105,651, January 18, 1938, and need not be specificallydes cribed at this point. I

Suitable means, are providedfor automatically adjusting the axles and the bolster radially of i the curve duringjthe travel of the track around such curve thereby relieving the lading of shocks and jars incident to the violent contact of the wheel flanges withthetrack on curves, as is usual in trucks having no provisionfor cushioning such shocks. As shown, a. pair of yokes 54 and55 are employed for'this ipurpose. Each of these yokes extends from one side .of the car to the other and is attached .to the saddle 33' at each side of the car, as shown more clearly in Fig, 1 of the drawings. In the form of 'the construction shown, each saddle isfprovideddwith a pair of lugs 56 spaced apart and having an alined aperture therethrough. Th'e'cor'responding end of the yoke 55 is provided with an eye'which is positioned between the lugs 56 and a horizontal pivot bolt 51 extending. through thealined openings in the lug and the yoke is provided for connectthe parts together.

The intermediateportion of each yoke is operatively connected with the central portion of the bolster. In the form of the construction shown,'the bolster, on its undersurface, at its forward and rear edges, is provided with a pair of downwardly extending lugs 58 and 59 which are provided 'with spring" seats that face each other. Each. of the yokes 54 and 55 is provided with an upstanding apertured lug 61 which is positioned between the lugs 58 and 59. Springs 62 and 63 are arranged on each side of the lug 6| and engage the spring seats in the lugs 58 and 59.. A bolt. 54 extends axially through the springs and through alined openings in all of said lugs, as clearly shown in Fig, 4 of thedrawings. Suitable means are provided for preventing rotation of the side frames about a horizontal axis; that is, for preventing the lower portion of the side frames from spreading apart. In the form of the construction shown, the lower chords is are provided with inwardly extending projections 65 having upstanding bosses 6B thereon. A tie member 61 is provided with openings for enthrough the boss 66 and suitable washers 69 of a greater diameter than the boss, hold the parts in assembled relation. The openings in the ends of the tiemember 61 are slightly larger than the bosses so as to provide for the slight relative movements of the side frame members in roundme a curve. I

It will thus be seen that when the truck travels around curves, the centrifugal force will tend to move the car and with it the bolster 3| outwardly and this movement through the operation of the yokes willcause the outer ends of the axles to move apart and'to pull their inner ends toward each other to take the positions hown in full lines in Fig. 2. In other words, the axles I I and I2 will be moved to positions in alinement with the radii of the curve. Likewise, the bolster will be held. in alinement with the radius of the curve,

as shown in Fig, 2 of the drawings.

Theform of the construction shown in Figs.

-5 .and 6 differs from the construction just described in that-the bolster I2l, instead of resting directly on the lower chord member [9 of the truck H1 or on the roller bearings carried thereby,

has a spring assembly H interposed between the bolster and the lower chord I9, as shown in Fig. 5.

{The spring 'assembly' ll comprises the helical gaging the bosses 65 and bolts 68, extending a function in a similar manner.

-rear edge. of the .bolster, as clearly shown in Figs.

6 and 7 of the drawings. In this form of. the construction, the .springs'll are similar to the springs. .42 .and 4'3 er ..the previous construction.

These .springs .are. .of .constant internal and external diameter.throughout their length but the turns. "vary. in. thickness. The spring assemblies for supporting'the side frames from the axles are similar. to. the construction of the assemblies 33. in lthe'previously described construction and In thisform .of construction, the roller bearings between the frames and spring assemblies are omitted, as shown in Fig. 5. omitted and the 'side frames mounted directly on thejourn'al boxes in the usual manner; if desired. In any event, the parts are so constructed that the axles mayhave a limited angular movement relative to the frames and to each other so 'as to permit the radial movement of the axles as described above.

The construction shown in Figs. 8 and 9 differs from that previously described in that a different arrangement'for the yoke members for causing the radial movement of the axles on curves is provided. In this form of the construction, the'spring supporting saddle or journal boxes are provided with'forwardly and rearwardly extending lugsor arms 15 and 11, Fig. 8, for the axles H and 12, respectively. A U-shaped yoke member 18 is provided at opposite ends of the bolster and the armsof the yoke are attached as by means of the links 19 and 8| to the journal boxes '21, Fig. 8. The links 19 and 8| are so arranged that they converge inwardly at each side of the car. The central portion of each yoke 18 is pivotally connected to a T-shape. direction member 82.

The member 82 has jaws 83. and 54, Fig. 9, on its outer end embracing the central portion of the yoke between the collars 85. and 8B and held by a bolt 81. The pivotal connection permits relative vertical movement of the bolster. The arms 88 and 89 of the T-shaped member are positioned within the ends of the bolster between the flanges 9|, 93 and the flanges 92, 94, respectively, on the en'dslof the bolster. These flanges are angular and are turned toward each other to form spring seats facing one another. The top wall of the hollow bolster Zia is provided with a T-shaped opening 95 through which the T-shaped direction member is lowered into the bolster in assembling the parts, The flanges and arms are provided with alined openings for receiving bolts or pins 96 forholding the parts in position. Springs 91 and 98 and 99. and H39 are inserted on the bolts or pins 95 between the flanges and arms of the T-shaped member 82, respectively.

In traveling around curves, the car and bolster Zla will tend to move outward by centrifugal action and this will force the yoke 18 outward with the result that the inclined links 19 and ill will tend to al ine thus forcing the wheels on the outer 'sideapart. Likewise, the links 19 and 8] These assemblies may be onthe inner sideof the curve Will-tend toform a .more acute .angleand ull the innen wheels toward oneanother, Lthus. bringingv the axles. H and I2 into alinement-withthe radii .of the curve of-the track. The. bolster :Zlawill also. remain tions known as rolling about alongitudinal axis,

pitching about .a lateral.- transverse axis,. and nosingor yawingaboutavertical axis.. Itv will .be noted that inall formsofc'onstructionof the truck, .meansare provided, either for resisting. or for cushioningallfof; these..move.- ments of. the car relatively. to thetruck. ..For

instance... the vertical movement,.the rolling. and the pitching, of. the car, ,are cushioned by .the

springassemblies .33. and .resisted by the-snubbers, 4,8,; the nosingis resistedand eushionedby the yokes and springs 62 and 63; and, the back and forth movements are resisted by the rollers 3 p at n inc n a e. r eswhicht use he car body to tend to rise when; it moves forward or back relative to the car axles l urthennore,

t o n a r tt o ald a t s annot s ow tends to yieldingly resist this relative forward and back movement of the carbody. The swayingor lateral movement is resisted by the roller bearings 22 and by thespringsBZ and 63. Further- T more, means are provided for banking the caron curves thereby tendingto prevent lateral movement of the lading 'within the car on rounding curves. Then, too, when the train runs into a curve at high speed, impactof the flange with the curved rail before the bolster is moved by centrifugal action of the carwill tend to move the ace angularly andthis angular movement is resiliently resisted by the'springs'betwee'n the yokes and bolster and in this waythe shock is, toa large 'extent,abs'orbed by these springs thus relieving the lading of the greaterportionof such shocks. .In other words, the parts allocoperate to preventundue shocks being transmitted to the lading while it is being ti' ansportedin T cars only partially conditions. b

In Fig. 10 is'shown' a modified form of roller bearing for axles. "Iheserollers are 'to be employed' instead of" the cylindrical rollers; shown in Fig; 3, for permitting swinging movementof the axles. The rollers I01 are tapered from one end to the other-andfwheninposition on the truck, they taperinwardly so that when the axle swings, these rollers will roll inthe'arc's described by the journal boxes whereby the axles will move free1y I The. usual safety devices have been-omitted fromthe drawing for the sake of clearness, but

or fully'loadedarid under all it is understood they are used. where necessary 7 or desirable. For instance, means may be-providedfor preventing the ends of the yokes- .54 and55 from falling should the pivot bolts become lost 0r removed for any reason whatever. In Fig. 5 is shown anexpedient for preventing thexdropping of the yoke endswhen-the pivot, pin, or bolt sb e r mo eds shown-the lugs .56. are provided withprojections I 02 that extend beneath the yokes 54 and 55. Each yoke may be P v d d t a ho -li pro ct on. 03 for engaging the projection-102;- which will hold the yoke-.from falling.

It is desirable, under certain conditions to remove theaxles and wheels from the truck: for replacement or repairs. .If desired, the -yokes may be provided with jack pads lMunder which jacksmay belplaced for elevating the sideframes,

bolster and springassembly as a unit free from the. axles and journal. boxes-so that thewheeled axles mayv be rolled out from beneath. the. frame.

.It is .thoughtfromthe foregoing, taken inconnection with the accompanying drawings-that the construction and operation of our device will be apparent to those skilled in theartand that changes in. size, shape,.proportion and details may be made without departing from the spirit andscope of. the appended claims.

We claim as our invention;

1, In a railway truck having axles and journal boxes therefor,;a pair. of side frame members having. bolster openings .therethrough,.a bolster member having its ends extending into. said. openings, and means fornormally yieldingly. biasing said bolster member normal .to said .side frame members, said means comprising a yoke .member at each side .of said bolster, each yokehaving its ends pivotally connected to. the journalboxes of the adjacent axle and having the-junction portion of the yoke resiliently connected .to said bolster.

2. In a railwaytruck havingaxles and. journal boxes therefor, a pair. of ,side frame members having bolster openings therethrough, a bolster member having its ends extending into said open,- ings, means for yieldingly retaining said .bolster member normal to said side frame members, said means comprising lugs on, said bolster, .a yoke member at each side of said bolster, meansv for connecting the ends of saidyokes to adjacent journal boxes, a lug on the central portion of each yoke member between two lugs on said bolster, and springs between the lug on. said yoke and each ofthe lugs on said bolster...

3. In a railway truck, a .pairofwheeled axles spaced ap-art,,journal, boxes mounted .on. said axles, side frames having pedestals. slidably. engaging said boxes, said frames. having .bolster openings, abolster extending ,into saidopenings and supported by said frames, .yokes having. their ends connectedto Said-journal boxes, andmeans for resiliently connecting intermediate portions of said yokes tothe central portionof said bolster for biasing said frames to positions normal to aid o st r,

4. In a railway truck, a pair of side frames, .a plurality of axles supporting said frames and movable angularly relatively to said frames, an axle box at each end, of said. axles, a bolster mounted on said frame, and means operated .by the lateral movement of said bolster .When the truck is traveling around curves ,to .cause. the wheels of said truck on the outer side of the curve to move apart and; the inner wheels to approach one another, said means, including .yoke. members, each having its yoke endsconnected to the journal boxes. of oneof saidaxles, -means,.ineluding resilient elements, for yieldingly connecting thecentral portion of said yokes to said bolster for assistingin returningtheparts to normal posit-1 .1 aft rmn sot t ns he curve. 5. I n -a railwaytruck, a pair :of. side'frames, wheeled axIearesiIientmeans having a substantiallyconstant effective statiodeflection. for .all loads for supportin sai framesfrom; said. axles, s;b.ol.s er ..means. f r. s pporting. saidbolsteron said frames so as, to bank said bolster when the 1$ Irer bfai pu d H if an yokes x d n beneathsaid bolster and operatively connected to said bolster and the outer end portions of said axles for causing said axles and bolsterto. aline with radii ofa curve during the movement of Said truck a oun the m 6. In a railway truck, a pair of side frames, a plurality ofaxleshaving a limited angular movement, relative to said frames, means for supporting the frames from saidaxles, a bolstersupported by said frames, means pivotally connected to said axlesand having a resilient connection with said ,bolster for causing said axles to move angularly when saidbolstermoves endwise under the action of centrifugal force to aline with the radii of the curve while said truck is traveling around said curves,.said resilient connection biasing said axles to normal position while the truck is traveling on a straight track. H

'hlna railway truck, a side frameateach side of the truclg, a plurality of axles, journal boxes for said axles, a plurality of springs for supporting said frames from said journal boxes, a lateral- 1y movable bolster supported on said frames, said springs comprising a plurality of resilient units arranged to operate in parallel, certain of said units comprising springs, their turnsdecreasing in cross-septional area from one end to the other end for resiliently supporting variable loads, the remainingspring being a volute with its overlappingturns in frictional contact for preventing harmonicaction of said springs, and means including yokes pivotally connected to the journal boxes and yieldingly connected to said bolster for automatically causing said axles to assume a radial position when said bolster moves laterally.

8. In a railway truck, a side frame at each side of said truck, a plurality of axles, a bolster, said axles and bolster connecting said side frames together, loose motion connections between said side frames and bolster and axles whereby the angle formed between each frame and said bolster may be greater or less than 90 while moving around a curve, resilient means for resisting angular movements of the axles relative to the side frames and for restoring the parts to normal position on a straight track, means for automatically banking said bolster when said truck is traveling around curves, and means including yokes having movable connections with said axles and resiliently connected to said bolster and operated by the inertia of the car in rounding curves for automatically moving said axles into radial position relative to said curve.

9. In a railway car having a truck provided with side frames, wheeled axles for said frames, a bolster supported by said frames, spring assemblies for supporting said frame from said axles, each assembly consisting of a plurality of helical and volute springs arranged in parallel, said volute having its turns frictionally engaging and said helicals having its turns of increasing cross-sectional area from one end to the other, yokes having movable connections with said axles, means for resiliently connecting said bolster and yokes, said bolster, yokes and connections being so constructed and arranged that the inertia of the car in rounding curves will automatically move said bolster for operating said yokes for moving said axles into radial position relative to said curve, means for banking the bolster upon rounding curves, said resilient means assisting in restoring the parts to normal position after passing from the curve to a straight-away track.

1 0. a, railway car havingfa, provided with side frames, wheeled axles for said frames, spring assemblies for supporting said framesfrom said axles, each assembly consisting of a plurality of helical springs each having turnsuof different cross-sectional area, and at least one volute spring having itssturns in frictional engagement, said frames having bolster openings therethrough, a bolsterhaving its ends extending through .said openings and provided with shouldersfor. loosely connecting said side frames together, means for banking said bolster upon rounding curves,,and yokes having movable connections with said axles andresiliently connected to said bolster and operated bythe centrifugal movement of said bolster whiletraveling around curves for positioning the axles in the radii of said curve. i 1 1, In a railway truck, a plurality of axles normally parallel, sideframes carried by' saidaxles, journal boxes for said axles,a bolster, means,for supporting thebolster from said frames, a yoke for .each axle having its ends connected to said journal boxes, means for slidably andyieldably connectingsaid yokes to saidbolsterfor cushioning the shocks due to the engagement of the wheel flange against the. rails upon entering a curve in Q12, In a railway truck, apair of wheeledaxles spaced apart and normally parallel, journal boxes for said axles, side frames having pedestals slidably engaging said journal boxes, springs for supporting said frames from said journal boxes, a laterally movable bolster carried by said side frames, members connected to said axles and bolster and movable laterally with said bolster for causing said axles and bolster to assume positions radially of a curve while traveling around the same, and spring means interposed between said members and bolster for yieldingly resisting relative angular movement of said axles and bolster and for assisting in restoring the parts to normal position after rounding said curve.

13. In a railway truck, a pair of wheeled axles, a pair of side frames, depending pedestals on said frames at each end thereof, journal boxes on the ends of said axles between said pedestals and having a limited angular movement therein, a bolster, means for movably mounting said bolster on said frames, means connecting said axles to said bolster and so constructed that whensaid bolster moves outwardly by centrifugal force in rounding a curve it will cause said axles to aline with the radii of the curveQsaid last-named means biasing said axles to normal parallel position after rounding said curve, and means, including said first-named means, for increasingly banking said bolster on curves as the speed of the truck increases.

14. In a railway truck, a pair of side frames, a plurality of axles having wheels on the end portions thereof, means for supporting said frames from said axles with a limited relative angular movement of said axles relative to said frames, a bolster mounted on said frames, means operated by the lateral movement of said bolster under the action of centrifugal force for causing said axles to converge inwardly in traveling around curves, said means comprising a plurality of yokes, means for pivotally connecting each yoke to two journal boxes, means connecting the yokes and bolster. including yielding elements for absorbingimpact shoekslof the flange of the leading .outer .wheel, against. the rail in rounding curves, and-.means forbanking said .bolster on. curves...for. assisting. in cushioning the impact of. said flange during. the travel of the. outer wheel.

around curves...

15....In ,a railway task; af air. a; side trainee;

wheeled axles, resilient'means .for supportingsaid frames from. said axles,.a bolster, means for. sup.-.. porting said bolster onsaid frameso astobank.

said bolster. when. the. truck travels around curves, yokes. extendingaround the .endsof .said .bolster oneat each side. of the truck,.means for yieldingly connecting thecentral portions of. said yokes to the endso'f. said bolster, respectively, andmeans,v

including links, converging inwardly for connectingthew endsof each yoke. to .the adjacent axles.

16.. A.railwaytruek.comprising a pair ofaxles,v

a pair oi side frames, aflbolster. movably mounted on said side. .frames, spring means-for supporting said side'frame's. from said axles, means operated. by centrifugalforce. for, causing said axles. to aline' with the radii of a curvewhilethe truck is moving.

around the same, .Said'means comprising. a pair of yokesgmeans for resiliently connecting the .cen.-.

silientconnection between'said axles and bolster spreading apart. a

cushioning vthe shocks incident to contact-of the wheel flanges withthe rails of the track of said curve,.and. atiemember connected to the lower portions vof said frames for preventing their 17. lna railway truck, journal boxes on said axles, saddles rigidly mounted on. said boxes, side framesfor said truck,

springs for supporting said side frames from said saddles, a,holster supported by said side frames and movable laterally of the truck yokes resilientlyconnected to said bolster, and meansconnecting the ends ofeachyoke to certain of the saddles for. causing. the saddles. to vmove longitudinally when. the yokes moveflaterally, thereby positioningtlie axlesradiallyof acurve when the bolster moves. laterallyby centrifugal action on rounding said curve. l. v

18..In a. railway. truck, a. pair of side frames, wheeled axles, resilient means forsupporting said 'frames from said axles, a. bolster, means for supporting said bolster on said frames soas-to bank saidbolsteriwhen the truck-travels around curves,

and yokes' extending beneath said. bolster and having their ends .operativelyconnected tothe outervend portions of said axles;and ball and socket. connections between intermediate portions of said yokes and saidbolster for causing said axles ahdl'bolstertoaline with radii of a curve during themovement of said truck around thesarnef.v

.. .iCYRUS J. HOLLAND.

.CYRUSILYHOLLAND. .1 I KNUTE EDAHLP a pair of wheeled axles, 

